Refrigerating apparatus



Jan. 4, 1938. D. F. ALEXANDER ET AL REFRIGERATING APPARATUS 3 Sheets-Sheet 1 Original Filed March 4, 1937 INVENTORJI' Jan. 4, 1938. D. F. ALEXANDER ET AL REFRIGERATING APPARATUS Originai Filed March 4, 1937 3 Sheets-Sheet 2 fiwzaag WWW 'IJIMIIIIIMQH Jan. 4, 1938. V '0. F. ALEXANDER ET AL REFRIGEHATING APPARATUS Original Filed March 4, 1937 3 Sheets-Sheet 3 NH luluj'mm m l l a "HSSUED Patented Jan. 4, 1938 JUN 24 1941 REFRJGERATING APPARATUS Donald F. Alexander, Charles F. Henney, and Charles L. Paulus, Dayton, Ohio, assignors to General Motors Corporation, Dayton, Ohio, a corporation of Delaware Application March 4, 1937, Serial No. 129,024 Renewed September 16, 1937 16 Claims.

This invention relates to refrigeration, and more particularly to the conditioning of airin railway cars or the like. This application is a continuation in part of our copending application Serial No. 118,816, filed January 2, 1937.

In our copending application, we have disclosed the conditioning of air by a refrigerant which is circulated by a compressor and in which a motorgenerator and the compressor are driven from 1 1 the live axle assembly of the car. The motorgenerator, as a motor, drives the compressor, when refrigeration is required at a first low car speed zone. During a second car speed zone, the live axle assembly drives the compressor and 1.3 may also drive the motor-generator, to produce refrigeration when required and, if desired, to generate and charge the battery when refrigeration is not required. During a third and highest car speed zone, the live axle assembly drives the 2 motor-generator, as a generator, to charge the battery and also drives the compressor if refrigeration is required in such a manner that both the compressor and motor-generator may be driven at the same time. Reference is hereby made to the said copending application Serial No.

118,816 for further disclosure thereof.

The foregoing system is particularly advantageous where the car is hauled by any type of locomotive, such as a steam locomotive, since the en- 30 tire system is a unitary structure within the car and is independent of the type of locomotive.

Occasionally, however, a car may be hauled during a part of a run by a steam locomotive, and during another part of the run it may be hauled 35 by a locomotive or car which is electrically energized either from an overhead wire system or by electrical power derived from an internal cornbustion engine and generator on the locomotive. The present invention permits a portion of the 4 air conditioning system and/or the battery charging system to be directly connected to the outside source of electrical energy which drives the locomotive or car and thus removes a certain amount of tractive load from the wheels of the car. This 4.3 is particularly desirable because the tractive power of electric locomotives or cars falls off rapidly at high speeds and it is desirable to reduce the tractive load therefrom. This improvement is also adapted for use when outside electrical energy is available only at the station, as for stand by" service.

In the one modification of our invention, a separate motor-generator unit or similar current rectifying or voltage reducing device automatical 3.3 ly is started whenever the outside or tractive electrical source of power is available, and this additional motor-generator or device not only charges the battery of the car, but also furnishes power to drive the original motor-generator disclosed'in our copending application so that it acts as a 5 motor to drive the compressor as long as the outside or tractive electrical source of power is available.

In another modification an additional motor is provided which drives the compressor while the outside or tractive electrical source of power is available. If desired the original motor-generator disclosed in our copending application may be driven by the additional motor or it may be driven from the live axle assembly.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of the present invention is clearly shown.

In the drawings: I

Fig. l is a diagrammaticrepresentation of an air conditioning system as aplied to a railway car inwhich a current rectifying or voltage modifying device is provided;

Fig. 2 is a diagrammatic representation of the wiring system for the apparatus shown in Fig. l, together with the necessary cooperating parts disclosed in our copending application;

Fig. 3 is a diagrammatic representation, some what similar to Fig. l, but showing a modification in which an additional motor is provided to be energized from the outside source of power and to drive the compressor;

Fig. 4 is a diagrammatic representation of the wiring system of the apparatus shown in Fig. 3; Fig. 5 is a view, somewhat similar to Fig. 3, but showing a slightly different type of arrangement in which the additional motor drives both the compressor and the original motor-generator; and Fig. 6 is a diagrammatic representation of the wiring system for the apparatus of Fig. 5.

Referring to Fig. 1, a railway car it! is pro vided with a live axle assembly H which may include one or more axles of the car. The car lit is provided with a compartment to be cooled.-

For this purpose, an evaporator 52 is provided over which a current of air is blown by means of a fan l3 driven by a motor is. The refrigerant for the evaporator i2 is circulated or liquefied by the refrigerant circulating or liquefying unit '85 preferably comprising a compressor 16 and condenser I 1. Air is blown over the condenser l! by means of the fan l8 driven by the motor i9. 55

* ciol 0. the valve bulb driven Tne refrigerating output of the system is con-' trolled by an automatic switch 39 which may be made responsive to any condition of air such as the dry bulb temperature, Wet bulb temperature, relative humidity or the like either within the car or outside the car or both.

Fig. 2 shows the wiring diagram for the system. When air conditioning is desired, the switches 3i and 3 to are manually closed and start the motor it which drives the fan l3. During a first car speed zone, such as when the car is standing or is moving at a relatively low speed, such as below M. P. H. the motor-generator 23, as a motor,

drives the compressor l5 if refrigeration is re-- quired under the control of switch 30. The switch 32 is normally closed since it is opened only case of abnormal head pressure by the bellows The switch 32 being closed the solenoid 33o closes switch 53 i and starts the motor l9 which actuates the condenser fan l8. If it is abnormally warm, thermostatic bulb 22 closes the switch 35 which opens the valve 2! and sprays water over the condenser. The exciter 25 does not have a sufficient voltage to cause the solenoid 36 to actuate the arm 31 and hence the switch 38 is closed. This energizes the solenoid 39 which closes the switch 4% with a time delay device 41. The closing of switch 40 energizes solenoid 42 which in turn sequentially closes the contacts 43 and places the armature 44 of motor-generator 23 across the battery. The motor field 45 is simultaneously placed across the battery. Before the motor-generator can be started, the solenoid valve 2? isenergized and closes the clutch 29 so that the motor-generator does not start as a motor without a load but is connected to the compressor.

At the next car speed zone, which may be between 15 and 30 M. P. H., the voltage of the exciter is sufficient to energize solenoid 3B enough to move the contact arm 31 to the right. This movement so arranges the parts that the live axle assembly it can drive the compressor 56, if refrigeration is required, but the motor-generator 23 is prevented from generating, as more fully explained in our copending application. At the third, or highest, car speed zone the voltage of the exciter is sufiiciently high to actuate the contact arm 58 by means of the solenoid 5i, and this changes the motor-generator into a generator the field 45 being energized by the exciter 24. The

. *rangement is such that the comr cm the live axle assem y the 1notorall times during this est car electrical energy is avail.

rectifying or volta e matically connected into toe battery is charged by the unit and the motor generator acts only s a motor drive the compressor when refrigeration is required. For example, when the train arrives a that portion of the line where an overhead Lire system 53 is provided the connector 54 is elevated into position. The primary of the transformer 55 is connected to the ground or axle 55c and the wire 53 to induce relatively low tension A. C. current in the secondary coil. This latter current passes through an A. C. motor starter 56 and drives the A. C. motor 5'! of the unit 52. The motor 5'. drives the low voltage generator 58 which is connected, through the automatic battery cut-out 59, to both sides of the battery 60. The battery cut-out 59 automatically connects the generator 58 with the battery when the generator 58 operates and disconnects it when it is idle. Current or power is thus provided for charging the battery Bil and is made available to drive the compressor through motor-generator 23 as a motor under the control of switch 30 as previously described. When the connector 5-! is elevated the solenoid 6! is energized and opens the switch 52. This opens the circuit to the exciter field 63 and prevents the exciter 25 from generating any current thus placing the wiring diagram in the equivalent position of zero car speed. Under these conditions, motor-generator 23 drives the compressor l6, under the control of automatic switch 30, at all car speeds and the motor-generator 23 is rendered incapable of acting as a generator.

While we have shown the terminals 54 and 56a specifically connected to an overhead wire and to a rail, these may be connected to any other source of outside electrical energy, such as an electrical source on a Diesel engine-generator type of locomotive, or a source of electrical energy at a station.

If desired, the vehicle may be constructed to cooperate with a motor-generator truck at the station. In this case, the vehicle is provided with the solenoid 6| which is connected to outletsto cooperate with the connector plug 64 which is connected by cable structure to the motor-generator truck 65 in such a manner that the plug 64 can be connected to terminals on the vehicle to complete the circuits shown. In such a case, the transformer 55 and connections 54 and 56a are omitted, and, in lieu thereof, a connector plug 66 is carried by the truck 65 so that the plug 56 may be connected to power terminals (A. C. current) at the station and the plug 64 is connected to the vehicle. Such truck can service one or more cars at the station by being provided with one or more plugs 64. The truck 65 carries the motor-generator 52 and is wheeled alongside the train or car While it stands at the station or other place.

Where the'truck65 and plugs 64 and 66 are not used, the motor-generator 52 and all its connections, except wire 53, are carried on the vehicle.

Operation of system of Figs. 3 and 4 when outside electrical energy is available The operation of the system shown in Figs. 3 and 4 when outside electrical energy is not available is substantially the same as that heretofore described with respect toFigs. 1 and 2. Correspending parts have been similarly numbered in Figs. 3 and 4 therefore and the description heretofore given with respect to those parts in Figs.

1 and 2 is applicable with respect to similar parts in Figs. 3 and 4.

Operation of system of Figs. 3 and 4 when outside electrical energy is available In the modification shown in Figs. 3 and. 4.- a motor 10 is provided which may be energized fr om the source of outside electrical energy, and this motor is connected to the compressor, and the motor-generator 23 is disconnected from the compressor and driven from the live axle assembly to charge the battery independently of the compressor.

The source of outside electrical energy may comprise the overhead wire 53 and wheel 56. The primary coil of the transformer II is en ergized when the connector 54 is connected to the Wire 53. former II is then in readiness to supply current of reduced voltage to the motor I0. The motor 10 is provided with a pneumatic clutch I2 which may be automatically clutched between the motor I and the compressor 46 when the source of outside electrical energy is available and when refrigeration is required.

Automatic means are provided for automatically changing the operation of the system when the source of outside electric energy is connected thereto. This is accomplished by providing a solenoid 13 which is automatically energized whenever the connector is connected to the wire 53. The solenoid 13, when energized, shifts the switches l4, 15, I6 and 11 to change the operation of the system. The opening of the switch I4 prevents the motor-generator 23 from being energized, as a motor, from the battery. The closing of the switch 15 places the motor I0 under the control of the thermostatic switch 30.

When the switch 30 closes, in response to re frigeration demand, battery. current is supplied to the solenoid I8. This closes the switches I9, with a time delay caused by pneumatic device 80, and closes the circuit between the transformer II and motor ID to start the same. Before the switches I9 can close, however, the switches I6 and 11 have been shifted, since they have no time delay to disconnect the compressor at clutch 29 and connect it to the motor I0 at clutch '12. The closing of the switch I6 energizes the valve 8I which controls the flow of ,air to the clutch I2 and automatically clutches the same. At the same time the opening of the switch 11 prevents the actuation of the valve 21 and thus disconnects the motor-generator unit 23 from the compresor I6 at clutch 29 and thus leaves the motor-generator 23 to be driven from the live axle assembly II so that it can charge the battery whenever speed conditions of the car are sufilciently high.

Operation of syst ern of Figs. and 6 when outside electrical energy is not available In this system, an additional motor drives the motor-generator and compressor when outside electrical energy is available. While such energy is not available the control of the various parts in response to car speed is substantially the same as previously described, but is accomplished by centrifugal switches rather than by the varying voltage of the exciter. Thus the live axle I00 drives the centrifugal, switches IOI and I02 and also the variable ratio transmission I03 which in turn drives the exciter I04, motor-generator I05, additional motor I06 and compressor I0'I at substantially constant speed after the car has attained a predetermined relatively low speed. Clutches H18 and I09 are provided and are controlled by pneumatic valves H0 and III. The arrangement is such that the motor-generator I35, as a motor, drives the compressor I0I during a first car speed zone which may be from zero to M. P. H. During a second car speed zone, which may be from 15 to M. P. H., the live axle assembly 100 drives the motor-generator 855 at all times, and the compressor E01 whenever refrigeration conditions require it. If the compressor I0? is being driven, the motorgenerator is prevented from generating; but if the compressor I0? is idle,'then the motor-generator is caused to generate and charge the batter. .During the third or highest car speed zone,

The Secondary coil of the trans such as all speeds above 30 M. P. H the live axle ing application except with respect to the parts which are added for use with the source of outside'electrical energy, and reference is made to said application, if necessary, for a more detailed description of their operation. Briefly, however, it may be stated that when air conditioning is to be provided, the manual switches I20 and HI are closed to start the motor I4 and fan I3.

The.

switch I 22, which is similar to switch 30, controls the refrigeration demands of the apparatus auto matically in response to conditions within or outside ot the car as desired. The centrifugal switches WI and I02 control changes of the system in response to car speed. During the first car speed zone, the switch arm I23 is in the posi- 1 tion diagrammatically represented to the left, so

that the switches I24 and I25 are closed and the switches I26 and I21. are open. The switch I28 is automatically closed when the source of outside electrical current is not available as hereinafter more fully explained. Therefore battery current can flow through the switches I22, I28

and I24- to the solenoid I29 to close switch I30,

with a time delay, and-energize the solenoid I3I. This in turn closes the starter I32, with time delay device I33, to start the motor-generator I05 as a motor. The motor field I34 is also energized from the battery since the switch I35 is closed during the first car speed zone. The motor-generator I05, as a motor, drives the compressor 'whenever refrigeration is required, since the clutches I08 and I09 are automatically declutched and clutched, respectively, by the zation of the solenoid valves control the flow of air to the clutches in th oan" ner similarly described with respect to valve ill is energized throughout the car speed zonethrough closed switches slightly before time that the motorcan be energized as a motor. The valve .39 is unenergized throughout the first car speed zone because the switch is open.

During the second car speed zone, the live axle assembly drives the motor-generator at all times, and the compressor whenever refrigeration conditions require it. This is accomplished by calibrating the centrifugal switches Ifii and t 2 so that the switch liil throws its arm I23 to the right at 15 M. P. but the switch W2 does not throw its arm Hill to the right until the car reaches the third car speed zone such as 30 M. P. H. Thus during the second car speed zone the arm W3 is to the right and the arm E40 is to the left so that the switches I24, I25, MI and I42 are open and the switches I26, I27 and I35 are closed. The opening of the switch I24 prevents the motorgenerator l05 from being energized as a motor from the battery. The opening of the switch I25 prevents the valve III from being permanently energized and places the valve I I I under the control of the switch I22 so that the clutch I09 is clutched only when refrigeration is required and is declutched when refrigeration is not required. The clutch I08 is permanently clutched during the second car speed zone by the closing of the speed zone in a direction opposite to that which the live axle assembly would drive it. This is accomplished by the thermostatic time delay device I43 which closes the switch I44 with a time delay. The switch I45 is closed when outside electrical current is not available and hence the pneumatic valve H is energized to close the clutch I08. At the same time the solenoid I46 closes the switch I41, with time delay, to place the valve I I I, and its clutch I09 under the control of the thermostatic switch I22.

During the third car speed zone, the centrifugal switch I02 moves its arm I40 to the right thus opening the switch I35 and plosing the switches IM and I42 by the action of solenoid I02a on arm I40a, the solenoid I02a being energized by the closing of switch i401). This changes the energization of the motor-generator field I34 from battery energization to energization from the exciter Hi4 through the switch I4 I. At the same time the field I48 of the exciter is placed 'under the control of the voltage and current regulating device I49 to control the current and connection between the motor-generator and-(the battery.

The foregoing operations are more fully described in our cop-ending application and reference is made thereto for a more detailed disclosure thereof, ir necessary.

Operation of system of Figs. and 6 when outside electrical energy is available When outside electrical energy is available, such as from wire 53 and wheel 56, the same may be connected to the system by means of connector 54 which energizes the primary coil of transformer I50. The secondary coil of the transformuergizes tl solenoid llil to open switches and and to close switches i53, I54

ad and is in readiness to supply current to the additi nal motor I08. Manual or automatic switch is provided for connecting the motor with the source of outside electrical energy, it understood that switch l5? may be made autor ica-lly responsive to such connection by causing it to be automatically closed by magnetic force upon the energization of solenoid I5I. The energization of solenoid I5I opens switch I 28 thus preventing the motor-generator 05 from being energized as a motor. Solenoid I5I also opens switch 525a and closes switch I53. This places valve ii I, and its clutch I09 under the control of thermostatic switch I22, thus causing the motor i05 to drive the compressor I01 whenever reirigeration is required, and to be declutched therefrom when refrigeration is not required. Solenoid I5! also opens switch I45 thus permanently deenergizing valve H0 and declutching clutch I08. Under these conditions the motor I06 drives the motor-generator I05 and its exciter I04 at all times that the source of outside electrical energy is connected to the system. The solenoid I5I also closes switch I54 and thus permanently connects the armature of the exciter I04 with the field I34 so that the motor-generator I05 can act as a generator as long as the outside electrical energy drives the motor I08.

It is understood that, wherever it is consistent, the description of one part in one view is intended also to describe the operation of a similar part in another view, and that parts corresponding to those shown in our copending application are intended to operate as described in our copending application, being modified only as necessary for operation with outside electrical energy.

While the form of embodiment of the invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle as sembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assemblyto drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a current-changing device connectable to said source of outside electrical current, connecting means for connecting said source to said currentchanging device and for connecting said currentch'anging device to said battery and motor-generator, and means for modifying said control means when said current-changing device is operating to cause said motor-generator to act as a motor to drive said compressor when said car is in motion.

2. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly'to said compressor and motor-generator and between said compressor and motor-genera tor; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to'act as a motor energized from said 'battery, to drive said compressor independently of said live axle assembly when said vehicle is standing, and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a motor to be energized from said source, and means for disconnecting said motor-generator from said compressor and connecting said motor to said compressor when said motor is energized from said source;

3. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical current, a motor to be energized from said source, and means for connecting said motor to said motor-generator and disconnecting said motor-generator from said live axle assembly and connecting said-motor to said compressor when said motor is energized from said source.

4. In a vehicle; a live axle assembly; a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator; and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when, said vehicle is standing and, when said vehicle is in motion, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged as a generator to charge said battery, a source of outside electrical-energy, a motor, means for energizing said motor from said source and said compressor from said motor, and means automatically to modify the operation of said torque transmitting means when said source is connected to said motor.

5. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running conditions, to cause said motorgenerator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit, and when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motorgenerator arranged to act as a generator to charge said battery, a source of outside electrical energy, a motor, means for energizing said motor from said source, and additional control means responsive to the connection of said source of outside electrical energy to said motor to prevent said live axle assembly from driving said compressor, and to cause said motor to furnish power to drive said compressor in response to refrigeration conditions at all car speeds.

6. In a vehicle; a live axleassembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to Vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of saidlive axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, a motor, means for energizing said motor from said source, a generator driven by said motor, and additional control means automatically responsive to the connection of said source to said motor to prevent'said live axle assembly from driving said compressor, to connect said generator to said battery and motor-generator, and to cause said motor-generator as a motor, to drive said compressor in response to refrigeration conditions.

7. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, a motor, means for energizing said motor from said source, and additional control means responsive to the connection of said source to said motor to prevent said live axle assembly from driving said compressor, and to cause said motor to drive said compressor in response to refrigeration conditions at all car speeds.

8. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generatorand between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running limit, e, through sa' means, said compressor motor-generator c i *ator to charge said electrical energy, a motor, I energizing said motor from sai source,

ional control means responsit connection of said source to said motor vent said live axle assembly compressor and motor-generator and to cause said motor to drive said compressor in response to refrigeration conditions at all car geeds and to drive motor-generator as a generator.

9. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator, to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle assembly to drive, through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a source of outside electrical energy, connecting means between said vehicle and said source and including additional automatic controls to cause said source automatically to charge said battery and to drive said compressor in response to refrigeration conditions.

10. In a vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motorgenerator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second clutch means, and provisions for automatically changing saidmotor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, a source of outside electrical energy, connecting means between said vehicle and said source and including additional provisions to cause said source automatically to charge said battery and to drive said compressor in response to refrigeration conditions.

11. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor generator, to act asa motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is'running below a certain speed limit and, when said vehicle is running above a certain speed limit, to cause said live axle 'clutch means, provisions greases assembly to through said torque transmitting means, said compressor and said motongen erator, said motor-generator arranged to act as a generatorto charge said battery, a source of outsice electrical energy, connecting means between said vehicle and said source and including additional automatic controls to cause said source automatically to drive said compressor in response to refrigeration conditions.

12. In vehicle; a live axle structure; a battery; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and said compressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said secand clutch means, provisions for automatically changing said motor-generator between motoring from said battery and charging said battery in respbnse to running and refrigeration conditions, a source of outside electrical energy, connecting means between said vehicle and said source and including additional provisions to cause said source automatically to drive said compressor in response to refrigeration conditions.

13. In a vehicle; a live axle structure; a bat tow; a refrigerating system on said vehicle including an evaporator, condenser and a unitary motor-generator; a compressor; torque transmitting means from said live axle structure to said motor-generator and saidicompressor, and between said compressor and motor-generator; first clutch means between said live axle structure and said motor-generator and compressor; second clutch means between said motor-generator and compressor; speed responsive means to cause said first clutch means to disengage below a certain speed limit, refrigeration responsive means controlling the engagement of said second for automatically changing said motor-generator between motoring from said battery and charging said battery in response to running and refrigeration conditions, 9. source of outside electrical energy, connecting means between said vehicle and said source and including additional, provisions to cause said source automatically to disengage said first clutch means, to charge said battery and to drive said compressor.

14. In a vehicle; a live axle assembly, a compressor; a unitary motor-generator; a battery; torque transmitting means from said live axle assembly to said compressor and motor-generator and between said compressor and motor-generator; control means, automatically responsive to vehicle running and refrigeration conditions, to cause said motor-generator to act as a motor energized from said battery, to drive said compressor independently of said live axle assembly when said vehicle is running below a certain speed limit and, when said vehicle is running above a certain speed limit, tocause said live axle assembly to drive; through said torque transmitting means, said compressor and said motor-generator, said motor-generator arranged to act as a generator to charge said battery, a

source of outside electrical energy, connecting means between said vehicle and said source, and including provisions for charging said battery from said source.

15. A car having a compartment to be conditioned; a refrigerating system on said car including a compressor, condenser and evaporator in refrigerant flow relationship; D. C. wiring on said car forming D. C. circuit-connections; a blower and a D. C. blower motor on said car for circulating air in thermal exchange with said evaporator and in said compartment, to deliver air conditioned by said evaporator to said compartment; a battery on said car connected to said D. C. wiring; two D. C. dynamo electric machines on said car, one of which is drivingly connected to said compressor at least when compressor operation is required and both of which are connectible to said battery by said D. C. wiring; an A. C. motor on said car connected to one of said D- C. dynamo electric machines at least when said A. C. motor operates; air condi tion control means responsive to a psychrometric function of air causing intermittent operation of said compressor by one of said D. C. dynamo electric machines in accordance with said function; a blower switch for connecting said D. C. blower motor with said D. C. wiring while said compressor operates and at other times; an A. C. source outside said car; an A. C. connector for connecting said A. C. source to said A. C. motor, said A. C. motor continuously driving one of said D. C.

. dynamo electric machines as a D. C. generator when said A. C. connector is connected to said A. C. source independently of the intermittent operation of said compressor; a cutout between said battery D. C. wiring and the said D. C. dynamo electric machine driven by said A. C. motor closing while proper generation speed is attained, said last named D. C. dynamo electric machine charging said battery and energizing said D. C. blower motor independently of the intermittent operation of said compressor, said compressor deriving power for intermittent operation from continuous operation of said A. C. motor when said A. C. motor is connected to said A. C. source.

16. A car having a compartment to be conditioned; a refrigerating system on said car ineluding a compressor, condenser and evaporator in refrigerant flow relationship; D. C. wiring on said car forming D. C. circuit-connections; a blower and a D. C. blower motor on said car for circulating air in thermal exchange with said evaporator and in said compartment, to deliver air conditioned by said evaporator to said compartment, a battery on said car connected to said D. C. wiring, two D. C. dynamo electric machines on said car, one of which is drivingly connected to said compressor at least when compressor operation is required and both of which are connectible to said battery by said D. C. wiring; an A. C. motor on said car connected to one of said D. C. dynamo electric machines at least when said A. C. motor operates; air condition control means responsive to a psychrometric function of air causing intermittent operation of said compressor by one of said D. C. dynamo electric machines in accordance with said function; a blower switch for connecting said D. C. blower motor with said D. C. wiring while said compressor operates and at other times; an A. C. source outside said car; an A. C. connector for connecting said A. C. source to said A. C. motor, said A. C. mo-

tor continuously driving one of said D. C. dynamo electric machines as a D. C. generator when said A. C. connector is connected to said A. C. source independently of the intermittent opera-\ tion of said compressor; a cutout between said battery D. C. wiring and the said D. C. dynamo ele'ctric machine driven by said A. C. motor closing while proper generation speed is attained, said last named D. C. dynamo electric machine charging said battery and energizing said D. C. blower motor independently of the intermittent operation of said compressor, said compressor being intermittentlydriven by the said D. C. dynamo electric machine not connected to said A. C. motor, but deriving its power for intermittent operation from the continuous operation of said A. C. motor and the D. C. dynamo electric machine connected to said A. C. motor when said A. C. motor is connected to said A. C. source.

DONALD F. ALEXANDER. CHARLES F. HENNEY. CHARLES L. PAULUS. 

